Automatic train-stop.



W. SMITH.

AUTOMATIC TRAIN STOP.

APPLICATION-FILED 00T.5, 1914.

2 SHEETS-SHEET 1.

3 2 R a M d .w H m a P W. M. SMITH.

AUTOMATIC TRAIN STOP.

APPLICATION FILED 0015, 1914v 2 SHEETS-SHEET 2.

3 2 n a M d .w n 6 b a P iltt , suftice.

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AUTUMATIG TRAIN-STOP.

Lianne.

Specification of Letters Patent.

Patented Mall"; as, his.

a lication filed October 5, 1914. Serial m3. esaoee.

To all whom it may concern:

Be it known that ll, WILLIAM M. SMITH, a citizen of the United States, residing at Evansville, county of Vanderburgh, and State of Indiana, have invented certain new and useful Improvements in Automatic Train-Stops, of which the following is a specification.

This invention relates to automatic trainstops.

My object is to provide improved automatic mechanism, whereby air brakes of a moving locomotive, car, or train, will be automatically applied it the engineer or motorman passes a signal set against him.

The present invention relates to that class of automatic train stops embodying a trip on the locomotive, car, or train, which is struck by another trip operated in conjuno tion with a signal or semaphore and cooperates with novel means to automatically throw the engineers air brake valve to the emergency position by the utilization of compressed air operated means operating inconjunction with the trip.

The present invention consists in those improvements and novel combinations of parts and mechanisms which are hereinafter set forth.

In the accompanying drawings: Figure 1 is a view of the complete invention; Fig. 2, a partly sectional, partly full-line view of the train-carried trip; l ig. 3, a detail plan of the operating device which is applied to the engineers brake valve; Fig. 4, an elevation, partly in section, of theplunger, valve operated thereby, and latching devices; Fig. 5, a horizontal section through the operating device for the engineers brake valve; and Fig. 6, a detail, partly in section, of the cushioning device for the train-carried trip. I

l have illustrated my invention as applied to the cab of a locomotive, but it is as well adapted for use in connection with a motordriven car or other vehicle employing air brakes.

@n opposite sides of the cab 1 aretrip mechanisms 2, either or both of which may be adapted for use. These trip mechanisms being dulicates, a description of one will shell or casing 3 is suitably secured by fastenings 4 to the cab 1. Hinged to the shell or casing 3 at 5 is a lid'or cover 6 for the cfasin 3. Secured rigidly to the lid or cover and rising therefrom is an arm latch 23 so that it 7. A trip 8 is hinged at 9 to the arm 7 and has connected thereto an arm 10 to Wl'llChdS connected a plunger or piston 11 operating against; a spring 12 in a dashpot 13. The spring 12, arm 10 and plunger 11 constitute means for holding the trip 8 normally extended and forming a continuation of the arm 7 and constituting a cushion to properly resist the forward movement of the trip 8 when the car or locomotive is backed out of the block after it has struck the semaphore trip, as subsequently described, without causing injury to said trip 8. The hinge 9 is so arranged that when the trip 8 is struck by the semaphore trip arm, as when the locomotive runs by a signal set against it, the arm 7 and trip 8 are in eli'ect a single rigid arm adapted to move with the head 6 on the hinge s. This movement is resisted and cushioned by a spring 14: surrounding a rod 15 which is connected at 16 to the head 6 and at its lower end is connected at 17 to the operating link 18 which'releases the latch 19.

The latch 19 is pivoted at 20 to a guide or standard 21 and is normally pressed by spring 22 into engagement with the head 23 of the operating plunger 2t which is slldable in the casing 25 and is carried by a plate 26 which may be suitably secured to the cab. A spring 27 tends to press the operatlng plunger 24: outwardly in relation to its casing 25;, but this movement is prevented by the latching parts 19 and 23. To re-set the plunger 24: and latch 23, after they have operated, it provide a hand lever 28 which is pivoted at 29 and is provided with a fork 30 which is adapted to engage pins 31 on the plunger 2% and which operate in slots 32 and prevent the plunger 24: from turning, thereby insuring the proper position of the may be engaged by the latch 19 when the former is raised.

The mechanism just described is positioned adjacent a spring-seated valve 33 and, preferably, the casing 25 is connected to the valve casing by a suitable yoke 34: to insure the plnger 2d being in alinement with the stem 35 oiE the valve 33. When the plunger 24 is in its raised or latched position, it is just above the upper end of the stem 35 and the valve 33 is then closed. The valve 33 controls an air pipe line 36 and by the admission and cut ofi of the air pressure, operates the mechanism which turns .the engineers air brake valve.

The invention is adapted for application to the ordinary engineers brake valve having the casing 37 and handle 38 and as this construction is well known, further de scription is unnecessary. a

My improved mechanism for shifting the handle 38 is carried by a yoke 39 which has screws 40 adapted to enga e the sides of the casing 37 to secure the rame in proper relation thereto. To the frame 39 is suitably fastened as at 41, a casting 42 in which is mounted a short shaft 43 which carries on its upper end a pinion 44 and on its lower end an operatin arm 45, the latter projecting downwar y so that it is adapted to bear against the handle 38 of the brake valve. Secured to the frame 42 is a cylinder 46 in which operates a spring-retracted pis-- ton 47 to whose piston rod is connected a rack 48 which meshes with the pinion 44. Normally the spring holds the piston 47 in retracted position and the operating arm is then retracted to such point that it will not interfere with the free manipulation of the handle 38 by the engineer or motorman so that the air brake valve may be used in the ordinary manner for applying or letting off the air brakes. When, however, air is admitted through pipe 36 by the opening of the valve 33 by descent of plunger 24,

- the air pressure, admitted to the cylinder advances the'piston 47 against the action of its spring and turns the pinion 44, instantly throwing the handle 38 to the emergency position and applying the air brakes. After I the mechanism has acted, the handle 38 is operated to restore the plunger 24 to nor- -mal position and cause re-latching of the parts 19 and 23 whereupon the valve 33 re-seats itself and cuts off the admission of air back'of piston 47, but there is a residual air pressure in the cylinder pipe 36 and I, therefore, provide a hand-operated bleed valve 49 which can be opened to let out this air, whereupon the spring causes the operating arm 45 to be retracted and the handle 38 can then be brought back to running position by hand.

tending out from the semaphore tower or' stand 53, and to operatively connect this trip 50 to the semaphore arm-54 by a sprocket chain 55 running over gears carried by the arm 50 and the semap ore arm 54 and to arrange the parts so that when the semaphore is set for clear the trip 50 will likewise be arranged verticall and when the semaphore is set at stop, the trip 50 will be arranged horizontally, or substantially so, in position to be struck by the. trip 8.

a As thus far described my invention con The trip 50 may be provided with a counterbalanced weight 56.

I If a clear signal is displayed, the trip 8 will not be struck and consequently, the handle 38 will not be operated automatically and will still be subject to'hand operation. If, however, the semaphore 54 is set at danger or stop, the trip 50 will be set by the movement of the semaphore and will then be arranged in the path of travel of the trip 8. Immediately the trip 8 strikes the trip 50, the trip 8 and arm 7 will move as an entirety on the pivot 5 and against the restoring action of the spring 14. The latch 19 will then be released from the latch head 23 and the spring 27 will thereupon immediately snap the plunger 24 downwardly. As the spring 27 is stronger than the s rin of valve 33, the valve 33 will be opene an held in open position. Air pressure through pipe 36 then operates the plunger 47 which through the rack48 and pinion 44, instantly swings the arm 45 and the latter throws the handle 38 to the emergency position. Consequently, if the engineer or motorman has not observed the si al which is set against him, the brakes will be automatically applied.

Havmg thus described my invention, what I claim as new and desire to secure by Let- I ters Patent, is:

1. In an automatic train stop, a trip adapted to be carried by the movable car,

said trip' being composed ofparts jointed together and adapted to move as an entirety in one direction and to .move in relation to each other, spring means cooperating with the complete trip to cushion the movement thereof when 'it moves as an entirety,

and spring means coiiperating with the movable section of the trip.

2. In an automatic tram stop, the com- 'bination with an air-brakevalve, of selfcontamed supplemental operating means therefor comprising a frame having means for its connection to the casing of the airbrake valve, a swinging operating arm carmed by said frame and loosely associated with the air-brake'valve and normally arranged so that the air-brake valve maybe manipulated without interference thereby, air" operated means on' the frame adapted for shiftmg the arm, and trip operated means for controlling said arm-operatingl.

means.

3. In an automatic train stop, the combination with an air-brake valve, of selfcontained supplemental operating means therefor comprising a frame having means for its connection to thecasin of the airbrake valve, a swinging operating arm carr1ed by said frame and loosely associated with the air-brake valve and normally arranged so that the air-brake valve may be manipulated without interference thereby,

a cylinder on the frame, a spg retracted piston operating therein, an operative connection between the piston and the arm, and trip operated means for controlling the operation of said cylinder.

for its connection to the casing of the air- 4 brake valve, a swinging operating arm carried by said frame and loosely associated with the air lbralie valve and normally arranged so that the air lbrake valve may he manipulated without interference therelby, a cylinder on the frame, a spring-retracted piston operating therein, an operative connection between the piston and the arm, means for supplying air to the cylinder embodying a normally spring-seated valve, and trip operated mechanism comprising a spring-actuated plunger adapted to engage and open said valve when said plunger is released, a latch for normally holding said plunger retracted, a trip cooperatively related to the latch, and means for restoring the operating plunger to latched position.

In testimony whereof, ll hereunto afix my signature in presence of two witnesses' it till Lll M. SMITH, 

